Rail-filler.



H. c. INNES.

RAIL FILLER. APPucArloN FILED rss. 21, 1914.

2 SHEETS-'SHEET 2...

Inv-ente? lt'o wey Patented Febr15, 1916.

NNRN

` Ramiro.

i "T allahom itmay concern:

i `citizen of the United-,Statefs,` and a resident maar, or cnvciivivari; onto, asslsnoa To 'ran mm eimer marras.

TUBING COMPANY., FLOCKLND, OHII, A CORIRATION F QHG.

Bananarama. l

Be it known that L C'. INNS, a

of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain. new and `useful Improvements in' Raillilli# ers,` of which theA following is .a specifica-v Ution.

My invention relates to railway track con# struction. Its object is to provides, filler "for the rails of tracks laid in connection .with paving. whichmay be conveniently inn @stalled and which will maintain the paving adjacent to the rail in proper condition Without the necessity of frequent repairs.

My invention consists in the article `oi? mannfacture, and in the combination theref oNwth the railway rail and the paving elements or ma terials, aswill be more fully described andclaimed herein. 4

\ In the drawing: Figure 1 is a cross section of a track' and part 'of the paring be- `tween and adjacent 'to the mila-illustrating the use of my invention with the girder-rail generally usedwin connection With'paving; Fig.. 2 is a plan view oit'npart oa rail such as 'shown in Fig. 1 with some of the llers associated therewith, -the rail being curved,

and thisview serving to illustrate lhovv fill- ".ers "may be 'conformed Ato the railsnnder I varying conditions; Fig. 3 is a perspective view `of 'one of the fillers lfor `the outside'.-

land Fig. 4 is a perspgtive View of one of j ias theiffillers forthe inside of the rail shown k1in Figs. land 2; Fig. 5 is an enlarged sec- 2 tionlof one of the rails shown in Fig. 1 and the fillers associated therewith, showing the "ii-brons covering; Fig. 6 is a fragmentary `section of one of the fillers with a modified-` covering; Fig. 7 is a Section cfa liral with the fillers and paving" associated therewith,. such rails being occasionally used in connec 'y tion with paving; Fig. 8 is a cross section of `a ytrack andfpart` of fthe paving between and adacent, to the rails, lillustrating a `modification ofV my invention in which Dart of the ed] the paving is extended in `overthebane of therail .against "he web v gramma 0f Lte www .t Patented Feb.. 15, i. applicano; and Februaryas, ma semi no. amaca one of the fillers nsed on the inside rail in v lthis modification shown Fig. 8.

`The present practice in paving a streetail having railway. tracks located therein, is to plaster the web or the rail with lcementmortar. .This mortar shrinks fromI the rail in setting, and-in time becomes loose and falls away from the-rail unies supported,

especially so if the tracks are being run over l relatively to the railand permit the seepage of Water to the foundation. When graniteor `Wood blocks are used, it has been cus -tomaryto plaster the Webs ofthe rails with cement mortar; or, sometimes, the space adjacent the web between the hall` and the base of the rail has been iilled Withpieces' methods involve the building up and tting insothe filler to the required size and shape during thewconstruction of the street.v and involve extra work and Atime in building, as vvell asbeing unsatisfactory;v in use, because not possessingI suiiicientstabilityf and resiliency to retain their proper relation ship both `to the rail and tothe adjacent paving. l

Flanking absorbs moisture, which' tends to expandV it sniciently to .ruptl ef or crack the adjacent pavingr materia gli" and then, during: the dry period. the contraction per-- `mits of a space or void. andi a movement through which follows an abrasion of the Wearingmaterial; and alternate drying and wetting of the plank vvhile not exposed to air causes it to rot and decay. i

Cement mortal' ,plastering does not repel Water, but absorbs itaso that it is injurious to.'the}rail by causing,r corrosionl Also. the Vcement plaster is easily acted upon by vibration of'thc track` against the paving;material, to the'extent-of dislodging and break ing down the plaster. Nose miek1 or blocks u sed to lill the Web space, being made lof a certain Shape and 'burned hard in that A shape, do not lit the neat lines of the rail; fand, as before stated, 'there 1s always. a

linto the structure,

looseness, permitting seepage o f moisture4 Such hard material 1s' chipped or broken in handling before .put in place or through vibration afterput 1n place.

I obviateallthe Y a "bituminous substance or composltlon to fill the space' along the web of the rail, and, by 'fitting snugly, to prevent seepage of moisture to the unexposed parts of the raill and protect the iron or steel against corrov4sion. It insures a complete illing ofthis space, and is, in the herein described forms, of great convenience during paving con# struction. It against which the .paving material joins, and -if anynkvibration of the track takes place, the movement, being vertical does not `erably previously prepared .and shaped, and I provided in units l and l of given length, 2 as to snugly fit 5 thereof, on the so associated with the rail the web 8, ball 4 and base inside and outside of the track,` respectively,` 'and to vbccupy the entire space therebetween,

and oflsuch dimensionsthat said `filler may be lightly' driven to place therein. When so pos1t1oned,.it will adhere thereto Without any special or extraneous fastening, thereby permitting of the ready lling in and build-v ing up of the adjacent bed portion 6, cushf ich 7 usually of sand, and Wearing surface Athereby reducing filled in, and permits of material. 8, of the pavement 9, or of any other construction of paving over the ties 10. Its use also affords'a safeguard against any portion of the rail 2 not being closed in previous to laying the wearing surface material 8, and gives a neat substantially vertical surface 11 against which the wearing surface material 8 can be laid snugly,

opportunities for large vertical joints or spaces for seepage of water.lv It also permits of the complete vfilling of said space before' the adjacent 'pavement has been the entire surface whether of brick, Awood block, granite, asphalt or other surfacing, to be laid closely to the ball4 of the rail after my previously prepared filler 1 has been completely Aand permanently installed in position adjacent to the rail.

A more. economical but less desirable' con- ,struction 1s shown inFlg. 8, wherein the bed above difficulties by using provides a vertical face" possessing waterprooling .and

,shownin Fig. 6. Such thin uvertical Vsurfaces 11a thus are shortened, and

receive only the cushion 7 and wearing sul:- face material 8 thereagamst. This construction will not protectthe bed 6a from the vibrations of the rails 2 as will the construction shown in Figs. 1 to 5, inclusive. l' y In either construction, the bed 6 or 6a of vconcrete or other substantially non-elastic material will-effectively resist ,extrusion of the elastic material of the filler down olf the .base of the rail, under heavy pressure from the upper pavement structure.

My improved fillers may be constructed of any suitable resilient or plastic material y insulating qualities, such as any'of the bituminous com` pounds of sufficient dimensionil and density to retain its predetermined shape in handling and in use.

If desired, the side surfaces 12 and 13 may be coated with paper, cheesecloth, burlap, felt or other non-adhesive material 1.4, as indicated in Fig. 5, to' prevent the fillers 1 from sticking together when being shipped, and alsol for the purpose of reinforcing and strengthening said liller. The article may be produced of asphaltic cement of a suitable degree of hardness or penetration to constitute, the v ller, or a combination of asphalticvcement of proper penetration and any other material inert in character, such ver-ized. stone, pulverized slag or pulverized cinders coated and cemented by the asphaltic cement, so proportioned as to give density, hardness, elasticity, and at the same time ali'ord waterproofing and insulating properties. l

If desired, the lcovering 14 may be omitted; or the filler may bef given a coating of whitewash, talc, soap-stone, Portland cement or other non-adhesive material 15, as

or light surface ing will prevent any running or sticking-of adjacent.V fillers together in storage, boxing, shipping or handling; and when the filler is` installed in the space, up against the rail, it

will, when the adjacent paving'has been placed in position against said lillenvby reason of the surrounding pressure suliiciently adhere to and retain its proper` position relative to the rail under various strains and-l stresses, and also under varying conditions 0f temperature that cause contraction and?- such as fish-plates or frogs, may require f` mais and other @anni nil pms, .snowing uw enam if miam' fit surrounded.` Its use also or other forelgn matter.A /n'the other hand, 4serves as `al deadener to sound,v and it has il: the sntxally nonelastic wearing-sur- 4 ,thery insulating qualiies'for electric face' material, such as 'the paving block, is

' removed in theentire unitff desired, and under tralic either ,y reusedgfand it is.,

railway use. f filler' 1 can' be readily permitted to extend under the ball or head fitted to the and canbe equally as well Iof the rail the m; nt vibration 'of the rail breaks the paving' block y kconvenient and or .dislodgesit from its proper position 1n economical in handling and placing.A It has the pavlng. 10 -product Awill not change itsl shape or form constructions rapid such body andfconsistency that the nished It will be seen that with'any of the above terloragon @if the durin c a 'es of tem rature, and is sufpaving along the rail is in evita e. y nn'- inolllriiigeneous iiid tenacious not 'to provement not only by virtue of the plasfbecomebrittle. Furthermore, it is of Asuch ticity and elasticity of the materlal. ofthe nature thatitmaygbe readily divided by cutfiller, but by the novel dxspositlon of this jing, and is'suiciently plastic to adapt itlf material relative to the rail and the paving,

vto any irregularities in the rail or other sury roundingI material, thereby shaping itself to f a coating l5 as shown in Fig. 6. Also meet small changes in the line of-the rails or other structural material. i

,T-rail/ 1 such as shown in Fig. 8, is sometimes u for street car tracks, in connection with vpaving; audit is advantageous to have a suitable filler between the' web of this railgmdV the adjacent paving, and my filler 1, of propery dimensions, may be appliedv to it the web V17, ball 18 and base 19 `of this rail 16 as shown. In any of the examples, the illers'may have the fibrous covering 14 as indicated in Fig. 5 or the 1n 311V instance, `as with the inside of the girderrail` 2, where the shape is somewhat curved,

as under the ball'4 of the rail, the liller 1 may' be preformed with the concavity v20 therein, as in Fig.' 4; or it `may be made simply i traight, and caused to conform*` snugly to the curve of the rail part, under i pressure: of insertion and by virtue of its plasticity. y More pronounced irregularities,

' special cutting, which this material is highly h adaptable for.

especially where a T-rail is used as shown in Fig. 7, requiring the formation of a oove on ,the inner side of the rail for the anges to pass along; I prefer to c onne the filler back ofthe vertical plane of the inner side of the ball or head of the rail, and, withthe .T rail, ito provide the groove entirely by cutting` away the adjacent corner of the paving block 8. By thus having the filler confined entirely under the head of the'rail, it is not exposed to disruptive influences in the flange groove, and at the same time itadequately supports the paving block 8 against extension under the ball or head of the rail. If the plastic material of the filler is exposed in this groovefragments of rock or other hard substances, and even the dust of v-the road or street, will be ground into the plastic material, forcing `some of the material up and out, and thus opening Ii'ssuresinl thematerial itself and between it and the In all installations of lmy, invention; andpllingl-with elastic material of the paving. But evenwithout any substantial adhesiveness, as

with a covering 'as hereinbeore described,

'the

con jacent pavingtff This results'ln a very nearly fplasticity of the matgrial enables it to perfect joint between the filler and the pavf` ing in the substantially vertical plane. At the same time, the elasticity permits of the slight relative movement of the ller and pavement under. Without damage to the paving, such as rais ing or depressing the adjant blocks; and where the pavin is grouted, the grouting will not. be bro en between the adjacent blocks and those more remote from the rail. This is the case with non-elastic filling `niaterial in the rail cavity, which, under the. vibration, causes the adjacent blocks to act as' levers, prying them loose from the more remote blocks Where grouted. If not grouted, this canses tilting the blocks or their deterioration by abrasion of the nonelastic the non-elastic paving material.

While thus having `the property of con forming closely to the'irregularities of the paving material and 'allowing the slight movement withoutkleterioiation as above described, it will be understibod that the elastic filling material readil7 renews its conformation. to the irregularities after each y disturbance. Thus, q Valthough a relative 'movement is' permitted, there is also at'-r forded a practically good joint-t0 prevent seepage ot moisture.

The flange groove of paving along a track rail is always a receptacle for water drained from the paving surface; and even where the rail has the grooveformed in it, as in Figs. 1 and '8, the joints oi' the paving with rm fullyto the irregularities of the :ad-

the rail are enposedto the Water' overflowing the water along the groove. Thus, this part 130 of the, pavement of a street is subjected to more exposure to moisture than any other part except the street gutters, themselves; and in addition there is the necessity of keeping up a proper. relationbetween the paving and the repeatedly vibrated steel track rail intspite of the deteriorating influences of the moisture; whereas in every other part of the street, including the gutters, only like materials are used; as for instance, grouted stone or brick or a luniform structure of cement, or asphalt against stone, brick or cement. Furthermore, in these other parts of the paving structure no relative movement is required to be provided for except that due to contraction and expansion, which is exy ceedingly slow and gradualunder even the most severe temperature chan-ges, and in the direction of the general plane of the paving. In the joint between the rails and. paving these relative movements are abrupt and violent andv at right angles to the general plane of the pavement. A

For all relative movements 'caused by temperature changes, materials may be-inter- -posed to compensate for these without attrition of the parts; whereas in maintaining the proper relation ofn the paving to the track rails, the destructive influences are far more complicated, as will be seen from the above. I find, however, that my im proved raill iiller as herein lset forth, allows this -relation to be maintained with a mini- .mum of attention after installation. o

Having fully described my invention, what I claim as new and desire to secure i 'by Letters Patent is:

1. As an article of manufacture, a rail liller of material preformed to extend under the ball of a rail against the web thereof and present a surface outward to paving material, land being of suliicient density' to .maintain its shape in handling .but sufli- .ciently plastic to adapt itself to any irregularities in the rail or other surrounding material.

2. As anv article of manufacture, a rail filler of material preformed to extend under the,ball of alrail against the web thereof and present a surface outward t-o paving material, and being of 'sufficient density to maintain its shape in handling but sufficiently plastic to adapt itself to any ,irregularities in the rail or. other surrounding n1aterial, and an outwardlymon-adhesive outer coating or covering adhesively secured on -said plastic material, and sufiiciently yieldableto yield with said plastic material to sa id irregularities. f

3.. -In combination, a track rail comprising a ball, a web and a base, and paving structurencomprising substantially vnon -lelas'ticf material along the sides of said rail and with a concavity between said paving str-uc-v ture and web below the ball of the rail, a

filler of plastic elastic material supported jin said cavity by said substantially non-` elastic material.

4. In combination, a track rail comprising i a ball, a web and a base, and a paving tructure adjacent to said ball and base, an" cornprising substantially non-elastic material along the side of said base and with a con- I in said cavity and supported by said sub-A stantially non-elastic material against ex! trusion off of said-base.

5. As an articleof manufacture, a rail filler of material preformed to extend under the ball of a rail against the web thereof and present a surface outward to substantially non-elastic paving material, of suiicient density to maintain its shape in handling Vbut sufficiently plastic. to adapt itself to any irregularities in the rail or other surrounding material, and to be confined back of the vertical plane of the inner side of the ball of the rail, but to support said substantially non-elastic material against extension under the ball of therail.

r6. In combination, a track rail compris' ing a ball, a web and a base, and paving structure comprising elastic material along the side of said rail and with aconcavity between said paving structure and web below the yball of the rail, a filler of plastic elastic material supported in said cavity by said substantially non-elastic material, and confined back of' the vertical plane of the inner side of the substantially non- 9 ico ball ofthe rail, but supporting said sub stantially non-elastic material. against .exf

tension under the ball of the rail.

.7. As an article of manufacture, a rail ller of adhesive elastic .material preformed to extend under the ball of a rail against and present a surface outward to' paying material, and being of sufficient density to maintain its shape in handling but `sulficiently plastic to adapt itself to any irregularities in the rail or other surrounding ma .terial, and outwardly non-adhesive outer coatings or coverings adhesivellyi .secured on and conlined to opposite substantially ver-- f the web thereof and above the base thereof.'

a ball, a web and a base, and paving struc- I ture adjacent to said ball and base, and comprisiungl substantially non-elastic material 'along 'the side of'said base and with a concavity between 'said paving structure yand .web below the 'baltand above the base, a

filler preformedlof adhesive plastic elastic material .in .said cavity and supportedby said" sbstantally non elastic `\matera1 against extrusion `o' of sad'base, and outwardly non-adhesive coatings or coverings adheslvely secured on and confined to 0pposibe substanta'ly Vertical side's of said ladhesive matral with said' adhesive mw' terd lelqgqsed at its top and bottom, tov adi. here to Said ball and base, respetively, of

the rail. i l

\ I HARRY C. INNE'S.

1 Witnesses: Y

JAMES N. RAMSEY, .FORD C. BOWMAN. 

